Governor for internal-combustion engines



Nv. 11, 1952. c, E, ERWN, JR 2,617,396

GOVERNOR FOR INTERNAL-COMBUSTION ENGINES attorney Nov. 1l, 1952 c.' E. ERVIN, JR 2,617,396

GOVERNOR FOR INTERNAL-COMBUSTION ENGINES FiledApril 22, 195o I s sheets-sheet 2 Nov. 1l, 1952 c, E, E-RvlN, JR 2,617,396

GOVERNOR FOR. INTERNAL-COMBUSTIOE ENGINES Filed April 22, 1950 3 Sheets-Sheet 3 Bn M Gttornegs Patented Nov. 11, 1952 UNITED STATES iTENT OFFICE GOVERNOR FOR INTERNAL- COMBUSTION ENGINES Charles E. Ervin, Jr., Detroit, Mich., assignor to General Motors Corporation, Detroit, Mich., a corporation of Delaware 17 Claims.

This invention relates to a governor for controlling the supply of fuel to an internal combustion engine such as a diesel engine to thereby regulate the speed of operation of the engine.

When a diesel engine is ruiming at a low speed, as when the engine is idling, the amount of fuel supplied by an injector to a cylinder on each stroke of the injector pump is extremely small and is so minute that the amount cannot be accurately regulated. Hence, the engine may operate too rapidly, or may stall, and it is desirable to provide means responsive to the engine speed for varying the fuel supply through an appreciable range to insure that the engine will not stall and to also insure that the engine will not run too fast and consume an excessive amount of fuel.

When a diesel engine is under load, the load limits the speed of the engine. In order to obtain the maximum power from the engine the fuel supply means must be capable of supplying fuel in such quantity that the engine may operate at an excessive speed if this quantity of fuel is supplied to the engine when the engine is not under load. Hence, it is desirable to have means responsive to the speed of the engine for controlling the supply of fuel to the engine so that if the engine speed tends to exceed a predetermined rate, the supply of fuel to the engine will be reduced to thereby limit the speed of the engine.

When the engine is operating in the idling range and the governor is regulating the fuel supply through a narrow range, it is desirable to have included in the control mechanism a buffer spring which opposes a change in the rate of supply of fuel adjacent one end of the idling range and thereby stabilize operation of the engine and limit hunting or cyclical changes in the engine speed. The buifer spring may also serve to restrict the amount that the supply of fuel to the engine may be curtailed and thus insure that the supply of fuel will not be reduced so much as to cause the engine to stall.

However, when the engine is operating at a high speed, and the governor is reducing the rate of supply of fuel to the engine to limit the engine speed, the buffer spring is not necessary and may interfere with operation of the governor to reduce the fuel supply, so it is desired to have the control mechanism arranged so that y the buier spring is ineiiective at such times. In addition, when the fuel supply is being restricted to prevent the engine from operating at an excessive rate of speed, it is desired to have the fuel supply cut 01T completely. or reduced to a much lower level than when the fuel supply is being reduced to regulate the engine idling speed.

Although it is desirable to have the supply of fuel to the engine controlled by a governor when the engine is operating at a speed adjacent the lower or the upper end of the engine speed range, it is also desirable to have the supply of fuel to the engine under the unrestricted control of an operator for all engine speeds between the lower and upper ends of the engine speed range.

Similarly, it is desirable that the governing equipment be arranged so that transfer of control of the engine fuel supply between the governing equipment and the operator take place automatically and without special attention from the operator. In addition, it is desirable to have the equipment arranged so that it is not necessary to exert excessive force on the accelerator pedal in order to vary the fuel supply.

In order to simplify the governing equipment and to reduce its cost it is desirable to have the apparatus which controls the fuel supply at one end of the engine speed range also serve to control the fuel supply at the other end of the engine speed range.

An object of the invention is to provide an improved governor for use with an internal combustion engine, such as a diesel engine.

A further object of the invention is to provide a governor of the type described which employs a diaphragm subject to the pressure in the passage through which air is supplied to the engine.

Another object of the invention is to provide a governor of the type described which may be manually conditioned to cause the engine to operate at a relatively slow idling speed, and which when so conditioned operates to move a fuel regulating member against a yieldable buffer member to reduce the supply of fuel when the engine speed exceeds a desired rate.

A further object of the invention is to provide a governor of the type described and in which the yieldable buffer member limits the amount that the engine fuel supply may be restricted when the equipment is conditioned to cause said engine to operate at the idling speed.

Another object of the invention is to provide engine governing means of the type described which includes a control member manually movable between an idling position and an open position to actuate an element to vary the quantity of fuel supplied to the engine and a governor responsive to the speed of the engine for moving said element in the direction to reduce the fuel supplied to the engine when the engine speed exceeds a selected rate, together with a yieldable buffer member which is governed by said control member in such manner that the buffer member opposes movement of said element to reduce the fuel supply when the control member is in its idling position but does not oppose movement of said element to reduce the fuel supply when the control member is in its open position.

A further object of the invention is to provide diesel engine governing means of the type described which has a control member manually movable between an idling position and an open position, said control member being effective on initial movement away fromits idling position to fully open a valve governing the supply of air to the engine and being effective to vary the amount of fuel supplied to the engine in accordance with the amount of movement of said member between its two positions.

Another object of the invention is to provide diesel engine governing means which includes a fuel supply element biased to a yposition in which it causesfuel to be supplied to the engine at a high rate, manually controlled means for moving said 'element against lsaid biasing means to reduce the fuel supply rate, and means responsive to the speed of the engine for also moving said element against said biasing means to reduce the fuel supply rate.

AOthier objects of the invention and features of novenar will be apparent from the following description taken in connection with the accompanying 'drawings in which Figure 1 is a side elevational view of an engine equipped with the governor provided by this invention, with parts `broken away and shown in section;

Figure 2 is a top plan view of the engine and governor shown in Figure 1;

Figure 3 is lan elevational view taken substantially along the line 3--3 of Figure 1, with parts broken away to more clearly disclose other parts;

Figure 4 is an enlarged view kof one of the levers employed in this governor;

Figures 5 and 6 are views showing the relative positions of two of the levers of the governor linkage at different times in the operation of the apparatus; 'and Figure '7 is a fragmentary view showingr a dfferent form of blower inlet passage which may be employed.

.In practicing my invention I provide a control member for adjusting the fuel injectors of a diesel engine to vary between lzero and a maximum .rate the fuel supplied to the engine, and I provide a spring for biasing the control member to the position to adj-ust the fuel injectors to supply .fuel at Ythe maximum rate. An accelerator pedal is provided and is biased to its upper or closed position from which it is movable by an operator to its lower or open position to control the engine speed .by moving the -control member against its biasing means variable amounts in accordance with the position occupied by -said accelerator pedal. The accelerator lpedal also controls a butterfly valve in the engine inlet passage so that the valve is in the closed position when the accelerator pedal is in its closed position, and so that the valve is moved to its full open position on initial movement of the accelerator pedal away from the closed position. l

A diaphragm subject to the pressure of, the fiuid in a chamber open to the engine inlet passage detects the speed of operation of the engine in the idling range and also at the extreme upper end of the engine speed range. The diaphragm exerts force to move the control member against its biasing means in the direction to reduce the supply of fuel to the engine when the engine speed exceeds the desired rate.

The accelerator pedal controls a buffer spring so that when the accelerator pedal is in its closed position the buffer spring yieldingly opposes movement of the control member towards its zero position to reduce the supply of fuel to the engine below the amount required to cause the engine to operate at the idling speed. The buffer spring is also controlled by the accelerator pedal in such manner that when the accelerator pedal is adjacent its full open position the buffer spring is ineffective to oppose movement of the control member toward the position to completely cut off the supply of fuel to the engine.

Referring to the drawings -there is shown therein a diesel engine E which may be of any appropriate design and has a plurality of cylinders, each of which lis provided with an injector I by means of which fuel oil is injected into the cylinder. Each of the injectors may be of any well known construction and each includes a plunger which may be operated in any appropriate manner, as for example by a rocker arm which in turn is operated by a cam on a cam shaft, not shown, so that each injector supplies fuel to the associated cylinder at the proper time. Each of the injectors includes an adjusting lever or arm IIJ which is movable through an arc or operating zone between a closed and an open position to gradually carry the amount of fuel delivered on each stroke of the injector plunger between nothing or zero supply and a maximum amount. The arms I0 of the fuel injectors are connected together by a. link I2 so that these arms are movable in unison to enable all of the injectors to be adjusted at the same time. The equipment is arranged so that on movement of the link I2 to the right as viewed in Figures 1 and 2 of the drawings, the injectors I are controlled or adjusted to increase the supply of fuel to the engine, and so that on movement of the link I2 to the left as viewed in Figures 1 and 2 of the drawings, the injectors I are controlled to decrease the amoun-t vof fuel supplied to the engine.

The engine has associated therewith a blower B which is mounted on the side of the engine and is ldriven from the engine crankshaft by suitable means, not shown, and supplies air to the `engine cylinders. The blower B may be of any appropriate design and has yan inlet passage governed by a butterfly valve I4, which is supported on a shaft I5 which extends transversely of the inlet opening vleading to the blower B and is supported by bearings formed in the wall of the inlet opening. One end of the shaft I5 has a lug I6 rigidly secured thereto and adapted to engage adjustable stops -II and I8 which dene the closed and open positions of the butterfly valve I4. The other end of the shaft I5 vhas attached thereto a lever 20 to which is connected the control rod 2| by means of which the butterfly valve I4 is moved between its closed and open positions.

The inlet passage leading to the blower B is generally oval 'in cross-section, as is best shown in Figure 2, Abut has an inwardly extending projection 22 located on the `longitudinal center line of the passage. The projection 22 has formed therein a Venturi passage 23 which gradually decreases in diameter from the upper or inlet end of the passage to the middle portion of the passage and then gradually increases in diameter to the lower or discharge end of the passage. As is clearly shown in Figure 2 of the drawings, the butterfly valve I4 has a recess or notch in one end which is adapted to receive the projection 22 when the valve I4 is in closed position with the result that the Venturi passage 23 is at all times open for flow of air to the blower B. A pipe 24 communicates with the Venturi passage 23 substantially at the narrowest part of this passage and leads to the chamber in a governor, as hereinafter explained.

The control rod 2I has associated therewith a tension spring I9 one end of which is connected to a lug on the body of the inlet passage of the blower B and the other end of which is connected to a lug secured on the rod 2 i. The spring I9, therefore, exerts force on the rod 2I to move the rod to the left, as viewed in Figures 1 and 2 of the drawings, and thus move the buttery valve I4 to the closed position in which the valve I4 substantially completely cuts off flow of air to the blower B through principal part of the inlet passage. The spring I9 is of such size and construction that the maximum force exerted by it when the butterfly valve I4 is in the full open position is on the order of 8 pounds. The spring I9 is of such size that it holds the butterfly valve I4 in the closed position when the engine is idling. The spring I9 also is such size that it will move the butterfly valve to the closed position while the engine is operating and will also move the governor linkage along with the valve, as hereinafter explained.

The control rod 2|, one end of which is oonnected to the buttery valve control lever 26, has its other or right hand end connected by a pin 25 to the upper end of the lever 26. The lever 26 is rotatably supported on a shaft 21 which is rotatably supported in aligned openings in a bracket 36 secured to the iiywheel housing of the engine. The lever 26 is held on the shaft 21 by a washer 32 and a cotter pin 33.

The shaft 21 has rigidly mounted thereon the downwardly extending lever 34 which is formed of sheet metal and has its upper end bent back upon itself to provide spaced parallel portions having therein aligned openings through which the shaft 21 extends. The portion of the lever 34 above the shaft 21 has a slot therein which extends to the openings through which the shaft 21 extends, while a bolt 35 and associated nut exert force to draw together the portions of the lever 34 on opposite sides of the slot and thus rigidly secure the lever 34 on the shaft 21. The lever 34, therefore, is secured on the shaft 21 in such manner that the lever will not move rotatively or axially of the shaft.

A torsion spring 36 is mounted on the shaft 21 between the levers 26 and 34 and has an end 31 which hooks over the lever 26 so as to exert force to move the lever 26 in a clockwise direction, as viewed in Figure l, and to resist movement of the lever 26 in the opposite direction. The other end 38 of the spring 36 hooks over the lever 34 and exerts force on this lever to move the lever 34 in a counter-clockwise direction as viewed in Figure l of the drawings. Counter-clockwise movement of the lever 34 by the spring 36 relative to the lever 26 is limited by engagement of the lever 34 with a projection 39 on the lever 26. The spring 36 is of such size that a predetermined force, such as 9 pounds, is required to move the ends of the spring relative to each other.

As is clearly shown in Figure 1 of the drawings, the lower end of the lever 34 is connected by a link 28 with the upper end of the accelerator pedal 29, the lower end of which is pivotally supported by suitable means, not shown, such as the floor of the operators compartment of the vehicle in which the engine is mounted. The accelerator pedal 29 is adapted to be depressed by the foot of the vehicle operator in the usual manner.

The shaft 21 has rigidly secured thereto a cam 46 which has a tubular hub portion which is secured to the shaft 21 by a pin 4I. The end face of the hub of the cam 46 is adapted to engage a face of the bracket 36 surrounding an opening in the bracket 30 through which the shaft 21 extends, while a portion of the lever 34 is adapted to engage the other face of this portion of the bracket 36. Hence, the lever 34 and the cam 46 cooperate to prevent movement of the shaft 21 axially relative to the bracket 36. The cam 46 has on its radially outer face a cam surface which includes a principal portion 42 which slopes radially inwardly from the high point 43 on the cam. The cam surface on the cam 46 includes a secondary portion 44 which is located on the opposite side of the high point 43 from the principal portion 42 and is in the form of a shoulder located a short distance from the high point 43 of the cam surface.

The shaft 21 has a groove 45 formed therein adjacent the cam 46. The groove 45 is adapted to receive the bifurcated lower end of a link 46, the upper end of which is connected by a pin 41 to one arm 49 of a bell crank lever 56. The bifurcated lower end of the link 46 extends adjacent a face of the cam 46 and has secured thereto a pin or projection 5I which is adapted to engage the cam surface on the cam 46. The groove 45 in the shaft 21, into which the bifurcated end of the link 46 extends, holds the lower end of the link and prevents the link from moving axially of the shaft 21 and thereby insures that the projection 5I will not move out of alignment with the cam 46. The slot in the bifurcated end of the link 46 is of such length as to permit the link 46 to move downwardly the full amount permitted by the principal portion 42 of the cam surface, and to also insure that the end of the link will be guided by the groove 45 in the shaft 21 when the link 46 is moved to the upper end of its range of movement by the high point 43 of the cam surface on the cam 46.

The bell crank 56 is rigidly secured to one end of a shaft 52 which extends through a horizontal bore in a wall of the cylinder head 53 ofthe engine E. The shaft 52 is supported by the pack nut 54 which screws into a threaded opening in the cylinder head. The shaft 52 has a groove therein in which there is mounted a lock ring 55 which projects from the face of the shaft and is adapted to engage the cylinder head 53 to prevent movement of the shaft 52 in one direction and to engage the inner end of the pack nut 54 to prevent movement of the shaft 52 in the other direction.

The end of the shaft 52 located within the wall of the cylinder head 53 is flattened, as indicated at 51, and has secured thereto the lever 66. The lever 66 is formed of sheet metal and has its lower end bent back upon itself to form spaced parallel portions which have therein aligned openings of such shape as to receive the flattenedend portion 51 of the shaft 52. The lower end portion of the lever 60 has a slot which extends above the shaft; 52, as is clearly shown in Figures and 6 of the drawings. A bolt 61 and associated nut draw together the portions of the lever 60 on opposite sides of this slot to thereby firmly secure the lever on the shaft 52 so that the lever will not move axially or rotatively relative to the shaft.

The cylinder head 53 has mounted on its upper face a bracket 52 which projects from the cylinder head and has rigidly secured thereto a cylindrical projection 63, which extends in a horizontal plane with its axis substantially parailei to the shaft 52 and with the free end of the projection substantially in alignment with the inner end of the shaft 52. The projection 63 has at the free end thereof a portion of reduced diameter on which is pivotally mounted a bell crank lever 64 which is held in place on the projection 63 by means of a washer 65 and a cotter pin 66.

A torsion spring is mounted on the projection B3 and has one end H which engages the bracket 62 and has another end I2 which engages the lever 64 so as to exert force on the lever E4 tending to move the lever in the counterclockwise direction as viewed in Figure l of the draw ings. The spring 'l0 is relatively weak and exerts only limited force on the lever 54, but this force is suiiicient to move the arm 64 and to move f the members connected to the lever.

The lower end of the lever 64 has a slot 'i3 therein, as is clearly shown in Figures 5 and 6 of the drawings. The slot 13 is adapted to receive the pin 14 which projects from the side of the link l2 which adjusts the arms of the fuel injector I, as is best shown in Figures l and 3 of the drawings. Accordingly, on movement of the lever B4 in a counterclockwise direction, as viewed in Figure 1 of the drawings, by the spring 10, the link I2 is moved in the direction to adjust the injectors I to increase the amount of fuel supplied to the engine E. Similarly, when the lever 64 is moved in a clockwise direction against the spring 10, the link I2 is moved in the direction to adjust the injectors I to decrease the amount of fuel supplied to the en-v gine E.

The downwardly extending arm of the bell crank 64 is located in the path of movement of the upper end portion of the lever 60 which is secured on the inner end of the shaft 52, as is clearly shown in Figure 2 of the drawings. Accordingly, when the lever 6U is moved in a counterclockwise direction, as viewed in Figure 1 of the drawings, the upper end portion 15 of the lever 60 engages the downwardly extending arm of the bell crank lever 64 and moves the lever 64 againstl the torsion spring 'lil in a clockwise direction with the result that the link l2 is moved in the direction to adjust the injectors' I to de crease the amount of fuel supplied to the engine. Similarly, when the lever G is moved in a clockwise direction, as viewed in Figure l of the drawings, the torsion spring 10 moves the lever S4 in the counterclockwise direction to movev the link i2 in the direction to adjust the injectors I to increase the amount of fuel supplied to the engine E.

As is clearly shown inv Figure 4k of the drawings, the upper end portion T5 of the lever 60 is bent at a right angle to' the main part of the lever and extends in a horizontal plane for a substantial distance. The horizontal upper end portion 15 of the lever 6D engages the lever 64.

8 and because of the relatively great length of the portion 15 of the lever B0, the lever 64 is certain to be engaged by the portion 15 of the lever 6U.

The upper end portion 15 of the lever BU has a slot 'I6 therein through which extends the projecting end 'I8 of the buffer spring 11. The spring 1l is formed of suitable spring wire and includes a body formed from a plurality of turns of the wire, and has a'n end in the form of a circular loop which is secured to the vertical portion of lever 60 by the rivet 80. The projecting end 18 of the buffer spring l1 is relatively long and extends in a horizontal plane for a substantial distance. As is clearly shown in Figure 4 of the drawings, the end 18 of the spring 'H is spaced a substantial amount from the upper face of the upper end portion 15 of the lever 60 so that the end 18 of the spring 11 can be deflected a substantial amount before it passes beneath the surface of the portion 'l5 of the arm 60.

The position occupied by the end i8 of the buffer spring l1 is adjustably variable by means of an adjusting screw 8| which extends through the lever 60 and is held in the adjusted position by a lock nut 82. An end of the screw 8i engages the end i3 of the builer spring H adjacent the spring coils so that the end 'I8 of the spring 'l1 moves downwardly as the screw 8l is advanced against the spring, while the end 'I8 of the spring 11 moves upwardly as the screw 8l is retracted from the spring 17.

As hereinafter explained, the end T8 of the buffer spring 'Il is engaged by the lower face of the horizontally extending arm 83 of the bell crank lever 54 when the arm 6U is at or adjacent the position which it occupies when the engine is operating at the idling speed. The configuration of the lower face of the arm 83 of the lever 64 is clearly shown in Figures 5 and 6 of the drawings where it will be seen that the portion of this surface adjacent the free end of the arm 83 extends at an angle to the remainder of the surface. Hence, on movement of the lever 60 in a counterclockwise direction, as viewed in Figures 5 and G of the drawings, the end T8 of the spring l' gradually engages the lower face of the arm 83. Furthermore, the various parts of the apparatus are arranged and proportioned so that when the lever 6G is turned in the clockwise direction to the end of its range of movement, which is the situation when the accelerator pedal is fully depressed, the end I8 of the buier spring "l1, and the upper end portion i5 of the lever 6U, are out of the path of movement of the arm 83 of the bell crank lever 64, and the lever 64 may be moved in a clockwise direction far enough to adjust the injectors I to substantially completely cut o the supply of fuel to the engine E without engagement of the arm 83 of the lever 64 withthe upper end i8 of the buffer spring 11 or with the portion l5 of the lever 50.

The shape of the surface on the lower edge of the arm 83 is also such that when the levers 6D and 64 have both been turned in the clockwise direction, to the end of their range of movement, at which time they are substantially inthe position shown in Figure 6 of the drawings, and the lever 60 is then moved in theA counterclockwlse direction, as may occur when pressure is removed from the accelerator pedal, the end portion T8 of the buffer spring 11, and the end portion 'I5 of the lever 60, will readily pass under the arm 83 of the lever 64.

The bracket 52 has a portion which extends substantially at right angles to the portion to which the projection 63 is secured. The last mentioned portion of the bracket 62 has secured thereto the housing 84 which is in the form of a shallow circular cup formed of sheet metal. The central portion of this member is secured to a bushing 85 which has a passage 8B extending therethrough. The bushing 85 is threaded both interiorly and exteriorly and extends through a hole in the bracket 62 and has thereon a nut 8l to secure the housing 84 to the bracket 62.

A movable abutment in the form of a diaphragm 90 is mounted in the housing 84 and has an annular metallic marginal portion together with a circular metallic control portion which are connected by a flexible intermediate portion which is formed of suitable material, such as molded rubber or rubber composition. The marginal portion of the diaphragm 99 is clamped between the housing 84 and the cover plate 9i so that a chamber 92 is formed between the diaphragm 99 and the housing 84. This chamber is connected by pipe 24 to the Venturi passage 23 in the blower B. The pipe 24 communicates with the chamber 92 through the passage 8S in the bushing 85. The central portion of the diaphragm 99 has secured thereto a stem 94, which projects through an opening in the cover 9| and is secured by a pin 93 to the upper end of the bell crank lever 64.

The various parts of the apparatus are shown in Figure 1 of the drawings in the positions which they assume when the accelerator pedal 29 is released and the engine E is operating substantially at the idling speed. As the accelerator pedal 29 is released, the spring I9 moves the control rod 2l to the left as viewed in Figure .l of the drawings so that the butterfly valve i4 is moved to the closed position, and the lever 29 is moved in the counterclockwise direction to the end of its range of movement. As a result of this movement of the lever 26, force is transmitted through the torsion spring 39 to move the lever 34 in a counterclockwise direction, as viewed in Figure l of the drawings, until movement of the lever 34 is arrested by engagement of the lever 34 with the projection 39 on the lever 25. The lever 34 is connected by the link 28r with the upper end of the accelerator pedal 29 and at this time the upper end of the accelerator pedal 29 is moved to the upper end of its range of movement. y i

The lever 34 is rigidly connected` tothe shaft 21 so the lever 34 causes the shaft 2T tooccupy the position 'in which it causes the secondary portion 44 of the cam 49 to be locatedbeneath the pin i. Hence, the link 49 is held inthe position determined by the secondary portion 44 of the cam 49, and the link 4E causes v.the bell crank 59 to occupy a corresponding position. As a result, the bell crank 59 positions the shaft 52. and thus positions the lever 69 on the inner end of this shaft so that the end 18 of the buffer spring l1 engages the lower face of the arm 83 of the bell .crank 94, while the side face of the upper end portion l5 of the lever 59 isspaced a shortV distance from the edge face of the downwardly extending arm of the lever 64, substantially as shown in Figure 5 of the drawings.' Hence the lever 64 is caused to occupy a position determined in large part by the buffer spring '11, and at this time the levei` B4 is in a position such that the link i2 adjusts the injectors I to cause them to supply a limited amount of 'fuel sub stantially equal to that required to cause the engine to operate at the idling speed.

As the butterfly valve I4 is closed, all of the air drawn into the blower B, and supplied from the blower to the engine, passes through the Venturi passage 23 and causes a reduction in the pressure in the portion of this passage with which the pipe 24 connects. As the blower is driven from the engine crankshaft, the speed of operation of the blower B, and the volume of air drawn through the Venturi passage 23, varies in accordance with the engine speed. The reduction in the pressure in the Venturi passage varies in accordance with the volume of air flowing through the passage, so the reduction in the pressure in the Venturi passage varies with the engine speed and increases as the engine speed increases. The Venturi passage is connected by the pipe 24 with chamber 92 at the faceof the diaphragm so that the pressure in the chamber 92 varies in accordance with variations in the pressure in the Venturi passage 23.

The diaphragm 90 is subject to the opposing pressures of the fiuidin the chamber 92 and of the atmosphere, and on a reduction in the pressure of the iiuid in the chamber 92 below atmospheric pressure, the higher atmospherepressure exerts force on the diaphragm 99 to move it to the right, as viewed in Figure l of the drawings. The amount of force exerted by the diaphragm 90 on the lever B4 varies in accordance with the amount of the reduction in the pressure of the uid in the chamber 92, and therefore varies in accordance with the engine speed.

The various parts of the equipment are arranged and proportioned so that if the engine' speed exceeds a predetermined idling speed, the reduction in the pressure in the Venturi passage 23 leading to the blower B, and therefore inthe chamber 92 at the face of the diaphragm 90, will be great enough to cause the diaphragm 99 to exert sufficient force on the bell crank lever 94 to move this lever in a clockwise direction, as viewed in Figure l of the drawings, against the torsion spring 'I9 and against the buffer spring 11. As a result of this movement of the bell crank lever B4, the link I2 is moved in the direction to adjust the injectors I to reduce the amount of fuel supplied-to the engine E and thus cause the speed of the engine to be reduced.

As a result of this movement of the lever-94 in a clockwise direction, the arm 83 of the lever 64 presses against the end portion 18 of the buffer spring 'I1 and deflects this portion of the spring. As the end 'I8 of the spring il is deflected, fthe force exerted thereby, and opposing movement of the bell crank lever 64, progressively increases as the amount of deflection of the spring increases. Hence, the resistance to movement of the lever 64 by the diaphragm 99 gradually increases until the diaphragm 99 is incapable of moving Ythe lever farther against the buffer spring The buffer spring 1i, therefore, permits the diaphragm 90 to move the lever 64 in the direction to reduce vthe supply of fuel to the engine, but restricts theextent of the movement of the lever 64 and thus prevents the lever 6.4 from being moved far enough to cause the fuel supplied to the engine to be reduced to such a low level that the Vengine will stall.

When the supply of fuel to the engineI is reduced as a result of clockwise movement of the lever 54, the speed of the engine is reduced and there is an increase in the pressure in the Venturi passage 23 and also in the chamber 92 at the face of the diaphragm 9U. The diaphragm 90, therefore, exerts less force on the lever 64, and the lever 64 is moved in the counterclockwise direction by the buffer spring 'I1 and the torsion spring 10, thereby causing the link I2 to be moved in the direction to adjust the injectors I to increase the supply of fuel to the engine and thus cause the engine to operate at a faster speed. As the end 'I8 of the buffer spring 11 returns to-I wards its original position, it exerts progressively diminishing force on the lever 64 tending to move the lever in the counterclockwise direction against the diaphragm 90. When the end 'I8 of the buffer spring 'II moves all of the way t0 its original position, it ceases to exert force on the lever 64 so that at this time there is a substantial reduction in the force exerted on the lever 64 and tending to move the lever against the diaphragm 96.

Accordingly, unless the engine speed has decreased an unusual amount, the lever 64 will not s be moved against the diaphragm 90 farther than the point at which the buffer spring I1 ceases t0 exert the force on the lever. Hence, the supply of fuel to the engine E will be increased only-a limited amount determined by the amount that the lever 64 is moved by the buffer spring. On this increase in the supply of fuel to the engine, the engine operates at a higher speed so that there is a reduction in the pressure in the Venturi passage 23, and therefore in the chamber 92 at the face of the diaphragm 90. As a result the diaphragm 60 exerts increased force on the lever 64 and may move the lever 64 against the buffer spring 'I1 to decrease the supply of fuel to the engine so that the cycle of operation just described is repeated.

It will be seen that when the control apparatus is conditioned to cause the engine'to operate at the idling speed, the diaphragm 90 serves toprevent the engine from operating at too high a speed, while the buffer spring 'I'I serves to prevent the diaphragm from reducing the fuel supply so much that the engine is in danger of stalling. Hence, at this time the engine operates at a slow speed which gradually varies through a limited range which is determined by the characteristics of the buffer spring l1. The screw 6I, which adjusts the buffer spring 11, provides means. by which the engine idling speed may be adjustably varied as desired.

The engine speed may be increased whenever desired by depressing the accelerator pedal 29. When pressure is applied to the accelerator pedal to depress the upper end of the pedal, force is transmitted through the link 28 to turn the lever i 34 in the clockwise direction as viewed in Figure l of thefdrawings. On this movement of the lever 34, forcev is transmitted through the torsion spring 36 to move the lever 26 in the clockwise direction and thus move the control rod 2I to the right against the spring I9. The spring I9 resists this movement of the lever 26, but the springs 36 and I9 are proportioned so that the spring 36 is stronger than the spring I9 so that the force transmitted through the spring 36 is adequate to move the lever 26 against the spring I9. Hence, on downward movement of the accelerator pedal 29, the lever 26 exerts force through the control rod 2I to move the butterfly valve I4 to the open position. The lever 26 is relatively long, while w the lever 26 on the shaft I5, on which the butterfly valve I4 is mounted', is relatively short. Hence,v a limited amount of movement of the lever 26 is effective to cause the lever 20 to move the butterfly valve I4 all of the way from the closed 12 position to the open position and the butterfly valve is opened as a result of a small amount of downward movement of the accelerator pedal 29.

When the butterfly valve I4 reaches its full open position, the lug I6 engages the stop f8 to prevent further movement of the butterfly valve and of the lever 20, the control rod ZI, and the lever 26. On continued movement of the lever 34 subsequent to movement of the butterfly valve I4 to the open position, the lever 34 moves relative to the lever 26, the torsion spring 36 being de flected at this time and the lever 34 moving away from the projection 39 on the lever 26. When the butterfly valve I4 is in the open position, the spring I9 exerts force tending to move the butterfly valve to the closed position. but as long as the accelerator pedal is depressed the force exerted through the spring 36 is effective to hold the butterfly valve open. However, the arrangement of apparatus is such that the force exerted by the spring I9 does not increase lthe pressure required to depress the accelerator pedal. After the but- 'cerny valve moves to the open position, the spring I9 is not further extended, and the force exerted by the spring I9 merely opposes the force exerted on the lever 26 through torsion spring 36. Under these conditions the only thing opposing movement of the lever 34 by the accelerator pedal 28 is the torsion spring 36, and the operator is required to exert on the accelerator pedal only enough force to deflect the torsion spring 36.

When the butterfly valve I4 is moved to the open position, it opens a relatively large passage leading to the blower B and it is no longer necessary for all of the air flowing to the blower to flow through the Venturi passage 23. As the engine is operating substantially at the idling speed the volume of air drawn into the blower through the main inlet passage governed by the buttery valve I4, and through the Venturi passage 23', is not great enough to produce a substantial reduction in the pressure in the Venturi passage. Hence, upon opening of the buterfly valve I4, there is a substantial increase in the pressure in the Venturi passage 23, and therefore in the chamber 92 at the face of the diaphragm 90 with the result that the diaphragm 96 substantially ceases to exert force on the lever 64 to move it in the clockwise direction against the torsion spring T6. The torsion spring 10, therefore, moves the lever 64 in the counterclockwise direction and causes the downwardly extending arm of the lever 64 to engage the upper end 'I6 of the lever 60 and exert force to move the lever 60 in the clockwise direction asviewed in Figure 1 of the drawings. As a result lever 60 exerts force through the shaft- 52 and bell crank lever 50 to move the link 46 downwards and press the pin 5I against the surface of the cam 40.

On movement of the lever 34 in the clockwise direction, as viewed in Figure 1 of the drawings, the shaft 21 is turned and the cam 40 is also turned with the result that the high point 43 of the cam 43 moves under the pin 5I and so that thereafter the principal portion 42 of the cam surface is located beneath the pin 5I.

As the cam 4D is moved in the clockwise direction, as viewed in Figure l of the drawings, beneath the pin 5I, the pin 5I is held in engagement with the surface of the cam 4U by the weight of the link 46 and by force exerted through the link 45 by the torsion spring Ill associated with the lever 64. Hence, as the cam 40 turns, the pin 5! moves to a progressively lower position and permits the bell crank lever 50 to move in the clockwise direction, as viewed in Figure 1 of the drawings, thus permitting the lever 60 on the inner end of the shaft 52 to move in the same direction so that the lever 64 may be moved in the counterclockwise direction by the torsion spring 10. On this movement of the lever 54 the link I2 is moved in the direction to adjust the injector I to increase the supply of fuel to the engine and thus increase the engine speed.

From the foregoing it will be seen that when the accelerator pedal 29 is depressed, the cam 40 is moved beneath the pin 5| and the torsion spring 'lll moves the lever 64 to increase the rate of 'supply fuel to the engine and amount cletermined by the position to which the cam 40 permits the pin 5l to be moved. The principal portion 42 of the cam surface on the cam 40 is of such configuration that the farther the accelerator pedal 29 is depressed, the farther the lever 54 may be moved by the spring 'I0 to increase the rate of supply of fuel to the engine.

As long as the accelerator pedal 29 is at an intermediate point in its range of movement, the various parts of the equipment are situated so that movement of the lever 64 by the torsion spring 'l0 is limited by engagement of the downwardly extending arm of the lever 64 with the upper end portion l5 of the lever Si). In addition, at this time the arm 83 of the lever 54 is spaced from the end 18 of the buffer spring 1T so the buffer spring has no effect.

If the accelerator pedal is depressed farther, the cam 40 moves to permit the pin 5I to move to a lower position, thus permitting the lever 54 to be moved by the torsion spring farther in l the direction to increase the supply of fuel to the engine.

If the pressure on the accelerator pedal 23 is released, the torsion spring 36 will expand and move the lever 34 in the counterclockwise direction, as viewed in Figure l, and thus move the link 28 and the accelerator pedal 23 as far as permitted by the operator. On this movement of the lever 34 the cam 40 is moved in the direction to cause the principal portion 42 of the cam surface to move the pin 5I to a higher position with the result that force is transmitted through the link 45, lever 50, and shaft 52 to press the end 'l5 of the lever 6E) against the arm 64 and move the arm 64 in the direction to decrease the supply of fuel to the engine to an amount corresponding to the position occupied by lthe accelerator pedal.

Throughout the intermediate portion of the range of movement of the accelerator pedal, L r

therefore, the rate of supply of fuel to the engine may be adjustably varied by the operator by depressing the accelerator pedal various amounts. When the accelerator pedal 29 is depressed the maximum permissible amount, the cam 40 is moved to a position such that the pin 5l is in engagement with the lowermost portion of the cam surface 42, that is the portion of cam surface 42 farthest from the high point 43. This permits the link 46 to move downwards far enough for the arm 60 to be moved to a position in which the upper end portion 18 of the buffer spring 'Il' is out of the path of movement of 'any portion of the arm 83 of the lever 64,

and so that the upper end portion l5 of the arm 1 60 will not be engaged by the arm 83 of lever 64 when the lever 64 is moved by the diaphragm 90, as hereinafter explained. In addition, at this time the upper end portion of the lever 6!! is located so that it permits the torsion spring 10 to move the lever 64 far enough in the counterclockwise direction, as viewed in Figure l, to adjust the injectors I to supply the maximum amount of fuel to the engine so that the engine develops the maximum amount of power.

When a large amount of fuel is supplied to the engine, the engine will run at a relatively high speed, but as long as the engine is under substantial load, the engine will not operate at an excessive speed.

When the engine is operating at a high speed a large volume of air is drawn into the blower B through the main inlet passage and through the Venturi passage 23 and there is a reduction in the pressure in the Venturi passage 23. However, as long as the engine speed is below a predetermined relatively high speed, the reduction in the pressure in the Venturi passage 23, and therefore in the chamber 92 at the face of the diaphragm 90, is not suiiicient to cause the diaphragm to move the arm 64 against the torsion spring 'I0 to decrease the supply of fuel to the engine. Accordingly, as long as the engine speed remains below a predetermined relatively high speed, the diaphragm 9D has no effect and the fuel supplied to the engine is determined by the position of the accelerator pedal.

If fuel is being suppliedto the engine at a high rate, and the engine is operating at a relatively high speed, and the load on the engine is suddenly removed, the engine speed may rapidly increase beyond the safe operating speed for the engine unless the supply of fuel to the engine is immediately reduced. This equipment is arranged so that operation of the engine at a rate of speed in excess of a predetermined speed will be promptly detected, and so that when this condition is detected the supply of fuel to the engine will be reduced immediately, and may be reduced to a sufficiently low level to insure that the engine will not operate at an excessive speed.'

As previously explained, the volume of air flowing to the blower B, and the reduction in the pressure in the Venturi passage 23 and also in the chamber 92 at the face of the diaphragm 90, are proportional to the speed of the engine. The various parts of the equipment are proportioned so that when the engine speed `exceeds a predetermined speed, the reduction in the pressure in the Venturi passage 23 and in the chamber 92 at the face of the diaphragm 90, will be great enough to cause the force exerted by the diaphragm 90 on the lever 64 to move the lever 64 against the torsion spring l0. When the lever 64 is moved against the torsion spring 10, there is a small increase in the force exerted` by the spring, but the range of movement of the lever 64 relative to the length of the spring 'Ill is so limited that the increase in the force exerted by the spring is relatively small.

As the engine has been operating at high speed, the lever E5 is at the extreme end of its range of movement in the clockwise direction, as viewed in Figures l and 6 of the drawings, so that the end I8 of the buffer spring ll, and the upper end portion of the lever GG, do not interfere with movement of the lever 54' in the clockwise direction by the diaphragm 33. Hence, at this time the diaphragm may move the lever 64 in the clockwise direction far enough to move the link i2 to adjust the injectors I to greatly reduce or even substantially completely cut oil" the supply of fuel to the engine. After this movement of the lever 64 by the diaphragm 9G, the levers fland. 6D are substantially in the relative positions in which they are shown in Fig. 6 of the drawings. When theA supply of fuel to the engine is reduced, the increase in the speed of operation of the engine, occasioned by removal of load from the engine, immediately and rapidly ceases, so there is no possibility that the engine will increase in speed so as to exceed its safe operating speed even though the accelerator pedal is fully depressed.

When the supply of fuel to the engine is reduced, the increase in the speed of operation of the engine is very rapidly curtailed so that the engine speed is prevented from exceeding the desired maximum rate. This is particularly true in view of the fact that at this time the movement of the lever 64 by the diaphragm 90 is not opposed by the buffer spring il so that the lever G4 may be moved by the diaphragm S8 beyond the position to which it is moved when the engine is idling, and therefore may cause the supply of fuel to the engine to be reduced to an even lower level than that to which the supply of fuel is reduced when the engine is idling.

On the curtailrnent of the increase in the speed of the engine following the reduction in the supply of fuel to the engine, there is a corresponding curtailment in the reduction in the pressure in the Venturi passage 23, and in the chamber 92 at the face of the diaphragm 93, so that the diaphragm only exerts sufficient force on the lever 64 to move the lever against the opposing force of Athe torsion spring 10 an amount sufficient to restrict the supply of fuel enough to prevent an objectionable increase in the speed of operation of the engine. As the lever 64 is moved against the torsion spring T8, there is a gradual increase in the force exerted on the lever by the spring with the result that the lever 64 is moved to the. position in which the forces exerted on the lever 64 by the spring 10, and by the diaphragm SQ, substantially equalize. Accordingly, the lever 64' adjusts the fuel supply to a rate which will cause the engine to operate substantially at the predetermined maximum operating speed. During operation of the engine at this speed, the volume of air drawn through the inlet passage is such that the reduction in pressure in the Venturi passage 23, and therefore in the chamber 92, is sufficient to cause the diaphragm 90 to prevent movement of the lever 64 by the spring 'l0 to increase the rate of supply of fuel to the engine, but is insufdcient to move the lever against the spring to decrease the rate of supply of fuel to the engine. Accordingly, the governor operates at this time to reduce the engine speed to the predetermined maximum operating speed, and to cause the engine to operate at this speed until the operator reduces the supply of fuel to the engine.

When the speed of operation of the engine is limited as a result of the reduction in the supply of fuel to the engine by the governing apparatus, the operator will detect this condition and will release the accelerator pedal 29. When the accelerator pedal is released the lever 6B is moved in the counterclockwise direction, as viewed in Figures l, 5 and 6 of the drawings, so as to move the lever E4 against the torsion spring '.'il to reduce the rate of supply of fuel to the engine. Hence, the lever 64 will be moved to the position determined by the position occupied by the accelerator pedal 29, and the engine speed will be reduced to an intermediate value if the operator has released the accelerator pedal.

This equipment incorporates means to enable the supply of fuel to the engine to be cut off when it is desired to stop the engine. As is clearly shown in Figure l of the drawings, the bell crank lever 50 has a downwardly extending arm 95 to which there is attached a Wire or pull rod 9G which may lead to the drivers compartment of the vehicle in which the engine E is mounted. When force is applied to pull the Wire or rod 98, the bell crank lever 50 is turned in the counterclockwise direction so that the lever El! presses against the lever E4 and turns the lever 54 in the direction to move the link l2 to adjust the injectors I to cut off the supply of fuel to the engine. The various parts of the equipment are arranged so that when the lever 5t is turned by force applied thereto by the rod S6, the lever 64 will be moved far enough to cause the supply of fuel to the engine to be substantially completely cut off. As a result the engine ceases operating.

When the lever 50 is turned by force applied thereto by the rod 96, the link 4G is lifted up a small amount, but at this time the forked lower end of the link remains in engagement with the shaft 21, and when the rod 96 is released, the link 46 will return to the position in which the pin 5| engages the surface of the cam 4D. When the pull rod 96 is released, the torsion spring 1l) and the buffer spring 'il turn the lever 64 and cause the lever GO to exert force through the shaft and the lever 50 to move the link 46 to the position determined by the cam 4D.

Although it is preferred to have the diaphragm 9G controlled by the pressure in a Venturi passage in the inlet passage leading to the blower B, the invention is not limited to this arrangement and the entire inlet passage may be employed as the Venturi passage. Figure '7 is a. fragmentary view showing this modification. As shown in Figure 7 of the drawings, the inlet passage leading to the blower' is a single large passage Which is governed by a butterfly valve Ila which is mounted on a shaft extending transversely of the passage and is controlled by control rod 2|. The shaft has rigidly secured thereon a lug I5 which is adapted to engage adjustable stops il and I3 which define the closed and open positions of the valve. The valve I4 is proportioned so that when it is in the closed position it does not completely cut off the flow of air to the inlet passage but permits air to iiow to the inlet passage at a restricted rate substantially equal to that permitted by the Venturi passage 23 of the other form of intake passage.

The pipe 24, which leads from the chamber at the face of the diaphragm employed in the governor, opens into inlet passage at a point in the passage intermediate the butterfly valve lla and the blower, so that where either form of inlet passage is employed the diaphragm is subject to pressure conditions in the inlet passage. During operation of the engine equipped with the inlet passage shown in Figure 7, the pressure of the fluid in the inlet passage will vary with variations in the speed of operation of the engine.

Although I have illustrated and described one form of governor for internal combustion engines embodying my invention it should be understood that the invention is not limited to these details and that numerous changes and modifications may be made without departing from the spirit and scope of the following claims.

I claim:

l. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuell to said engine, said control means comprising a control member movable between an ol position in which it conditions said fuel supply means to substantially cut off the supply of fuel to said engine and an open position in which it conditions said fuel supply means to supply fuel to said engine at a rapid rate, said control member having an intermediate position in which it causes fuel to be supplied to said engine at a restricted rate effective to cause said engine to operate at a low idling speed, biasing means yieldingly urging said control member to its open position, a manually operated element movable through an operating zone between a first position and a second position, said manually operated element being effective to move said control member between the open and intermediate positions of said control member in accordance with the position to which said manually operated element is moved in its operating zone. and

means responsive to the speed of operation of d said engine for also moving said control member between the open and intermediate positions of said control member.

2. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine, said control means comprising a control member movable between an off position in which it conditions said fuel supply means to substantially cut off the supply of fuel to said engine and an open position in which it conditions said fuel supply means to supply fuel to said engine at a rapid rate, said control member having an intermediate position in which it causes fuel to be supplied to said engine at a restricted rate effective to cause said engine to operate at a low idling speed, a first biasing means yieldingly urging said control member from said off position to said open position, a manually operated element movable through an operating zone between a rst and a second position, said manually operated element being effective to move said control member from the open towards the intermediate position of said control member in accordance with the amount of movement of said manually operated element in its operating zone from its first to its second position, a second biasing means governed by said manually operated element so that when said manually operated element is in its second position said second biasing means yieldingly opposes movement of said control member from said intermediate position towards said off position and so that when said manually operated element is adjacent its first position said second biasing means is ineffective to oppose movement of said control member. and means responsive to the speed of operation of said engine for exerting force on said control member to move said control member from said open position toward said oi position against said first and second biasing means.

3. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine and also having associated therewith an inlet passage through which air is supplied to the engine, said control means comprising a control member movable between an off position in which it adjusts said fuel supply means to substantially cut off the supply of fuel to said engine and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, biasing means yieldingly urging said control member to its open position, a movable abutment subject to the opposing pressures of the atmosphere and of the fluid in a chamber open to said inlet passage, said movable abutment being effective to move said control member against said biasing means on a predetermined reduction in the pressure of the fluid in said chamber, a manually operated valve movable between a closed and an open position and controlling the supply of air to said inlet passage, said valve controlling the supply of air to said inlet passage in such manner that there will be said predetermined reduction in the pressure in said chamber when the valve is in its closed position and the engine -speed 'exceeds a predetermined relatively slow idling speed and also when the valve is in its open position and the engine speed exceeds a predetermined relatively high speed, and manually controlled means for moving said control member from its open position towards its off position against said biasing means.

4. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine and also having associated therewith an inlet passage through which are is supplied to the engine, said control means con prising a control member movable between an off position in which it adjusts said fuel supply means to substantially cut off the supply of fuel to said engine and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, biasing means yieldingly urging said control member to its open position, a movable abutment subject to the opposing pressures of the atmosphere and of the fluid in a chamber open to said inlet passage, said movable abutment being effective to move said control member against said biasing means on a predetermined reduction in the pressure of the iiuid in said chamber, a manually operated valve movable between a closed and an open position and controlling the supply of lr to said inlet passage, said valve controlling the supply of air to said inlet passage in such manner that there will be said predetermined reduction in the pressure in said chamber when the valve is in its closed position and the engine speed exceeds a predetermined relatively slow idling speed and also when the valve is in its open position and the engine speed exceeds a predetermined relatively high speed, an element manually movable through an operating Zone between a rst and a second position, said element being effective to move said control member from the open position towards an intermediate position in accordance with the amount of movement of said element in its 'operating zone from its first to its second position, and other biasing means yieldingly opposing movement of said control member from said intermediate position to said off position only when said element is adjacent its second position.

5. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine, said control means comprising a control member movable between an off position in which it adjusts said fuel supply means to substantially cut off the supplyof fuel to said engine and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, biasing means yieldingly urging said control member to its open position, an inlet passage through which air is supplied to said engine, said inlet passage having a principal portion governed by a valve manually movable between a closed position in which said valve substantially closes said inlet passage principal portion and an open position, said inlet passage also having an auxiliary portion independent of said valve and including a venturi, a movable abutment subject to the opposing pressures of the atmosphere and of the pressure in a chamber open to said inlet passage auxiliary portion, said abutment being eifective to move said control member from said open position towards said off position against said biasing means on a predetermined reduction in the pressure in said chamber which occurs when said valve is in the closed position and the engine speed exceeds a selected relatively slow idling speed and which also occurs when the valve is in the open position and the engine speed exceeds a selected relatively high speed, and manually controlled means for also moving said control member from said open position towards said oil position.

6. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine, said control means comprising a control member movable between an off position in which it adjusts said fuel supply means to substantially cut off the supply of fuel to said engine and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, biasing means yieldingly urging said control member to its open position, an inlet passage through which air is supplied to said engine, said inlet passage having a principal portion governed by a valve manually movable between a closed position in which said valve substantially closes said inlet passage principal portion and an open position, said inlet passage also having an auxiliary portion independent of said valve and including a venturi, a movable abutment subject to the opposing pressures of the atmosphere and of the pressure in a chamber open to said inlet passage auxiliary portion, said abutment being effective to move said control member against said biasing means from said open position towards said closed position only upon predetermined reduction in the pressure of the fluid in said chamber, the portions of said inlet passage and the other parts of the apparatus being proportioned so that said predetermined reduction in pressure occurs when and only when said valve is in the closed position and the engine speed exceeds a selected relatively slow idling speed and when said valve is in the openl position and the engine speed exceeds a selected relatively high speed, and manually controlled means for also moving said control member from said open position towards said oi position.

7. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine, said control means comprising a control member movable between an oi position in which it adjusts said fuel supply means to substantially cut oi the supply of fuel to said engine and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, biasing means yieldingly urging said control member to its open position, an inlet passage through which air is supplied to said engine, said inlet passage having a principal portion governed b y a valve manually movable between a closed position in F which said valve substantially closes said inlet passage principal portion and an open position,

`"said inlet passage also having an auxiliary porposing pressures of the atmospherel and of the pressure in a chamber open to said inlet passage auxiliary portion, said abutment being effective to move said control member against said biasing means from said open position towards said closed position only upon a predetermined reduction in the pressure of the iiuid in said chamber, the portions of said inlet passage and the other parts of the apparatus being proportioned so that said predetermined reduction in pressure occurs when and only when said valve is in the closed position and the engine speed exceeds a selected relatively slow idling speed and when said valve is in the open position and the engine speed exceeds a selected relatively high speed, an element manually movable through an operating zone between a first and a second position, said element being effective to move said control member from said open position towards an intermediate position in accordance with the amount of movement of said element away from its rst position in its operating zone, and other biasing means governed by said element and being effective only when said clement is substantially in its second position to yieldingly oppose movement of said control member from said intermediate position towards said off position.

8. In control means forv use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine, said control means comprising a control member movable between an off position in which it adjusts said f uel supply means to substantially cut off the supply of fuel to said enginev and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, biasing means yieldingly urging said control member to its open position, an inlet passage through which air is supplied to said engine, a valve loosely fitting said inlet passage and controlling flow of air to said inlet passage, said valve being movable between an open position and a closed position in which the valve permits air to flow to said inlet passage at a predetermined restricted rate. a. movable abutment subject to the opposing pressures of the atmosphere and of a chamber open to said inlet passage at a point between said valve and the engine, said abutment being effective to move said control member against said biasing means from said open position towards said closed position only upon a predetermined reduction in the pressure ofthe fluid in said chamber, the size of said valve relative to said inlet chamber and the relative size of the other portions of the apparatus being proportioned so that the said predetermined reduction in pressure occurs when and only when said valve is in the closed position and the engine speed exceeds a selected relatively slow idling speed and when said valve is in the open position and the engine speed exceeds a selected relatively high speed, andl manually controlled means for also moving said control member from said open position towards said off position.

9. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine and also having associated therewith an inlet passage through which air is supplied to the engine, said control means comprising a valve movable between an open and a closed position and controlling the flow of air to said inlet passage, a rst spring yieldingly urging said valve to the closed position, an element manually movable through an operating zone between a first and a second position and being connected to said valve through a second spring which is stronger than said rst spring, said element being effective on initial movement away from its second position to move said valve substantially all of the way to the open position and being effective on further movement away from its second position to deflect said second spring, a control member movable between and off position in which it adjusts said fuel supply means to substantially cut off the supply of fuel to said engine and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, biasing means yieldingly urging said control member to its open position, a movable abutment subject to the opposing pressures of the atmosphere and of the fluid in a chamber open to said inlet passage, said movable abutment being effective to move said control member against said biasing means on a predetermined reduction in the pressure of the fluid in said chamber, the various parts of the equipment being proportioned so that there will be said predetermined reduction in the pressure in said chamber when said valve is in the closed position and the engine speed exceeds a predetermined relatively slow idling speed and also when the valve is in its open position and the engine speed exceeds a predetermined relatively high speed, and means for also moving said control member against said biasing means from said open towards said off posivtion variable amounts in accordance with the amount of movement of said element from its first to its second position in its operating zone.

10. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying Variable amounts f fuel to said engine and also having associated therewith an inlet passage through which air is supplied to the engine, said control means comprising a valve movable between an open and a closed position and controlling the flow of air to said inlet passage, a rst spring yieldingly urging said valve to the closed position, an element manually movable through an operating zone between a rst and a second position and being connected to said valve through a second spring which is stronger than said first spring, said element being effective on initial movement away from its second position to move said valve substantially all of the way to the open position and being eifective on further movement away from its second position to deflect said second spring, a control member movable between an off position in which it adjusts said fuel supply means to substantially cut off the supply of fuel to said engine and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, biasing means yieldingly urging said control member to its open position, a movable abutment subject to the opposing pressures of the atmosphere and of the fluid in a chamber open to said inlet passage, said movable abutment being effective to move said control member against said biasing means on a predetermined reduction in the pressure of the uid in said chamber, the various parts of the equipment being proportioned so that there will be said predetermined reduction in the pressure in said chamber when said valve is in the closed position and the engine speed exceeds a predetermined relatively slow idling speed and also when the valve is in its open position and the engine speed exceeds a predetermined relatively high speed, means for also moving said control member against said biasing means from said open position to an intermediate position in which said control member adjusts said fuel supply means to supply fuel to said engine at a restricted rate, said last named means being governed by said element so as to move said control member variable amounts in accordance with the amount of movement of said element from its rst to its second position in its operating zone, and supplemental biasing means effective only when said element is substantially in its second position and yieldingly opposing movement of said control member from said intermediate position towards its off position.

ll. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine and also having associated therewith an inlet passage through which air is supplied tothe engine, said control means cornprising a valve movable between an open and a closed position and controlling the flow of air to said inlet passage, a rst spring yieldingly urging said valve to the closed position, an element manually movable through an operating zone between a first and a second position and being connected to said valve through a secondl spring which is stronger than said first spring, said element being eiective on initial movement away from its second position to move said valve substantially all of the way to the open position and being effective on further movement away from its second position to deflect said second spring, a control member movable between an off position in which it adjusts said fuel supply means to substantially cut oif the supply of fuel to said engine and an open position in which it adjusts said fuel supply means tosupply fuel to said engine at a rapid rate, said control member also having an intermediate position in which it adjusts said fuel supply means to supply fuel to said engine at a restricted rate, a rst biasing means yieldingly urging said control member from said oif position to said open position, means for moving said control member against said biasing means from said open position to said intermediate position, said last-named means being governed by said element so as to move said control member variable amounts in accordance with the amount of movement of said element from its rst to its second position in its operating zone, supplemental biasing means effective only when said element is substantially in its second position and yieldingly opposing movement of said control member from said intermediate position towards its off position, and a movable abutment subject to the opposing pressures of the atmosphere and of the fluid in a chamber open to said inlet passage, said movable abutment being effective on a predetermined reduction in the pressure in said chamber to move said control member to said off position against said first biasing means and to move said control member towards said off position against said supplemental biasing' means, the various parts of the equipment being proportioned so that there will be said predetermined reduction in the pressure in said ychamber when said valve is in the closed position and the engine speed exceeds a predetermined relatively slow idling speed and also when the valve is in its open position and the engine speed exceeds a predetermined relatively high speed.

12. In control means for use with an interna 23 combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine and also having associated therewith an inlet passage through which air is supplied to the engine, said control means comprising a valve movable between an open and a closed position and controlling the flow of air to said inlet passage, a first spring yieldingly urging said valve to the closed position, an element manually movable through an operating zone between a first and a second position and being connected to said valve through a second spring which is stronger than said first spring, said element being effective on initial movement -away from its second position to move said valve substantially all the way to the open position and being effective on further movement away from its second position to deflect said second spring, a control member movable between an off position in which it adjusts said fuel supply means to substantially cut off the supply of fuel to said engine and on open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, said control member also having an intermediate position in which it adjusts said fuel supply means t supply fuel to said engine at a restricted rate, biasing means urging said control member to its open position and yieldingly opposing movement of said control member from its open to its intermediate position with one degree of force and yieldingly opposing movement of said control member from said intermediate position towards its oir position with a greater degree of force, means for moving said control member against said biasing means from said open position to said intermediate position, said last-named means being governed by said element so as to move said control member variable amounts in accordance with the amount of movement of said element from its rst to its second position in its operating zone, and a movable abutment subject to the opposing pressures of the atmosphere and of the fluid in a chamber open to said inlet passage, said movable abutment being effective on a predetermined reduction in the pressure in said chamber to move said control member against said biasing means from said open position to said intermediate position and to move said control member at least a portion of the distance from said intermediate posialso when the valve is in its open position and the engine speed exceeds a predetermined relatively high speed.

13. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine and also having associated therewith an inlet passage through which air is supplied to the engine, said control means comprising a valve movable between an open and a closed position and controlling the iiow of air to said inlet passage, a first spring yieldingly urging said valve to the closed position, an element manually movable through an operating zone between a first and a second position and being connected to said valve through a second spring which is stronger than said first spring, said element being effective on initial movement away from its second position to move said valve sub- GFI stantially all of the way to the open position and being effective on further movement away from its second position to deflect said second spring, a control member movable between an off position in which it adjusts said fuel supply means to substantially cut off the supply of fuel to said engine and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, said control member also having an intermediate position in which it adjusts said fuel supply means to supply fuel to said engine at a restricted rate, biasing means opposing movement of said control member from its open position to its off position, means for moving said control member against said biasing means from said open position to said intermediate position, said last-named means being governed by said element so as to move said control member variable amounts in accordance with the amount of movement of said element from its first to its second position in its operating zone, said element controlling said biasing means so that said biasing means opposes movement of said control member from said intermediate position towards said off position with one degree of force when said element is substantially in its second position and with a substantially lesser degree of force when said element is in any other portion of its operating zone, and a movable abutment subject to the opposing pressures of the atmosphere and of the fluid in a chamber open to said inlet passage, said movable abutment being effective on a predetermined reduction in the pressure in said chamber to move said control member against said biasing means from said open position to said intermediate position and to move said control member from said intermediate position a portion of the distance towards said off position or all of the distance towards said off position according as said biasing means exerts said one degree of force or exerts said lesser degree of force, the various parts of the equipment being proportioned so that there will be said predetermined reduction in the pressure in said chamber when said valve is in the closed position and the engine speed exceeds a predetermined relatively slow idling speed and also when the valve is in its open position and the engine speed exceeds a predetermined relatively high speed.

14. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine, said control means comprising a control member movable between an oif position in which it adjusts said fuel supply means to substantially cut off the supply of fuel to said engine and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, biasing means yieldingly urging said control member to its open position, an inlet passage through which air is supplied to said engine, said inlet passage having a principal portion governed :by a valve manually movable between a closed position in which said valve substantially closes said inlet passage principal portion and an open position, said inlet passage also having an auxiliary portion independent of said valve and` including a venturi, a. movable abutment subject to the opposing pressures of the atmosphere and of the pressure in a chamber open to said inlet passa-ge auxiliary portion, said abutment being effective to move said control member against said biasing means lfrom said open position towards said closed position only upon a predetermined reduction in the pressure of the fluid in said chamber, the portions of said inlet passage and the other parts of the apparatus being proportioned so that said predetermined reduction in pressure occurs when and only when said valve is in the closed position and the engine speeds exceeds a selected relatively slow idling speed and when said valve is in the open position and the engine speed exceeds a selected relatively high speed, an element manually movable through an operating zone between a closed and an open position, said element being effective to move said control member from said open position towards an intermediate position in accordance with the amount of movement of said element away from its closed position in its operating zone, other biasing means governed by said element and being effective only when said element is substantially in its closed position to yieldingly oppose movement of said control member from said intermediate position towards said off position, and manually controlled means for moving said control member from its intermediate position to its off position.

15. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to the engine and also having associated therewith an inlet passage through which air is supplied to the engine, said control means comprising a valve movable between an open and a closed position and controlling the flow of air to said inlet passage, an element manually movable between a first and a second position, said element controlling said valve in such manner that said valve is in its closed position when said element is in its second position and so that said valve is moved to its open lposition on initial movement of said element away from its second position and is maintained open when said element is at other positions in its range of movement, a control member movable between an off position in which it adjusts said fuel supply means to substantially cut oi the supply of fuel to said engine and an open position in which it adjusts said fuel supply means to supply fuel to said engine at a rapid rate, said control member having an intermediate position in which it adjusts said fuel supply means to supply fuel to said engine at a restricted rate, biasing means opposing movement of said control member from its open position towards its oi position, said biasing means being governed by said element so that the biasing means opposes movement of said control member from its intermediate position towards its on position with one degree or with a lesser degree of force according as said element is substantially in its second position or is in another portion of its range of movement, means for moving said control member against said biasing means from said open position to said intermediate position in accordance with the amount of movement of said element from its first to its second position, a movable abutment subject to the opposing pressures of the atmosphere and of the fluid in said inlet passage for moving said control member from its open position towards its off position on a predetermined reduction in the pressure of the fluid in said inlet passage, and manually controlled means for moving said control member substantially to its off position.

16. In control means for use with an internal combustion engine having associated therewith fuel supply means for supplying variable amounts of fuel to said engine, said control means comprising a control member movable between an off position in which it conditions said fuel supply means to substantially cut oil" the supply of fuel to said engine and an open position in which it conditions said fuel supply means to supply fuel to said engine at a rapid rate, said control member having an intermediate position in which it causes fuel to be supplied to said engine at a restricted rate effective to cause said engine to operate at a low idling speed, a manually controlled element movable through an operating zone between a first and second position, means for moving said control member in the zone between said intermediate and open positions in accordance with movement of said manually controlled element in said operating zone, and means responsive to the rate of operation of said engine for at times moving said control member toward said closed position, said last-named means being eifective when the engine speed exceeds a selected relatively high rate to move said control member toward said closed position regardless of the position of said manually controlled element, and also being eiective to move said control member toward said closed position when the engine speed exceeds a selected relatively low rate and said manually controlled element is in said rst position.

17. A control means as described in claim 16, and in which there is means controlled by said manually controlled element for yieldingly opposing movement of said control member from said intermediate position towards said off position when and only when said manually controlled element is substantially in said rst position.

CHARLES E. ERVIN, JR.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 2,091,163 Schweizer Aug. 24, 1937 2,384,282 Chandler Sept. 4, 1945 2,398,878 Bolli Apr. 23, 1946 2,443,084 Rhodes June 8, 1948 

